Hatchback Reviews

The modern automobile story of better fuel economy with sparkling performance just keeps being told. Now Honda adds a new chapter to the tale with the Civic Hatch DTi-S diesel.Available in one extensive specification level, albeit without sat nav, Civic DTi-S is on sale now for $26,990, plus on-road costs. Honda Australia says potential buyers are mainly expected to be male and in their 40s, while the closest rivals look to be the Ford Focus and VW Golf. Volkswagen is particularly strong in the diesel market in Australia and it will be interesting to see how the Japanese brand fares against it.Born of Honda’s Earth Dreams Technology philosophy ‘to balance environmental efficiency with the dynamic performance expected of a Honda’, the made-in-Britain, 1.6-litre engine produces 88 kW of power and up to 300 Nm of torque. The latter is 126 Nm more than the equivalent 1.8 litre non-turbo petrol engine.Mated only with a six-speed manual transmission – ruefully, there is no auto on the horizon – Honda calculates the Civic diesel uses a miserly four litres of fuel per 100 kilometres on the combined urban / highway cycle.And, boy, does the small-capacity i-DTEC walk the torque. On an introductory foray into the Blue Mountains west of Sydney the Civic diesel came up with a relaxed drive, eating up the steep ascents with ease - and minimum gearshifts - thanks to the 300 Nm on tap from 2000 rpm. The underbody changes still leave room in the cabin for Honda’s clever Magic Seat system which allows for 18 different configurations to carry passengers and cargo.A six-speaker audio with AM/FM radio and MP3/WMA CD player has speed-sensitive volume compensation, auxiliary jack and USB and iPod connectivity with i-MID integration, plus Bluetooth hands-free phone with audio streaming, all operated through steering wheel-mounted controls.However, Honda believes drivers operate best in quiet surroundings and engineers have come up with active noise cancellation which works on low frequency drivetrain and road noise entering the cabin.Microphones pick up the noise and send a signal to the ANC control unit which in turn responds by creating a reverse phase audio signal that is sent to an amplifier powering the door speakers and the subwoofer on the rear parcel shelf.  Honda says this result in as much as a 10 decibel reduction in interior noise.The dashboard incorporates a version of the Honda Eco Assist function, which uses ambient lighting of the speedometer to tell drivers how their driving style is impacting on fuel economy. Green indicates efficient driving; blue not so.  For added efficiency there is also the Econ mode, which is brought into operation by pressing an Econ switch on the dash. The result is a gentler accelerator map to ensure smooth increases in torque for a more relaxing drive and greater fuel efficiency. It also detunes the air-conditioning system slightly, though we didn’t notice any difference during our drive in relatively mild conditions.The Civic diesel hatch is not lacking in quality additions and adornments, taking on a majority of the features of the good looking petrol model, plus technical innovations from its hybrid stablemates. Like the standard Civic hatchback the DTi-S shape is predicated on optimal aerodynamics with a low-drag design reinforced by a full-length bumper-to-bumper under-tray with flared leading edges to direct the flow of air efficiently under the car.The Civic diesel rolls on 17-inch alloy wheels. A spoiler is integrated into the tailgate too, while daytime running lights increase visibility to oncoming traffic.As a member of the latest Honda Civic family, the DTi-S has earned a top five-star safety rating and includes Honda’s pedestrian protection system featuring windscreen wiper pivots designed to break away on impact, energy absorbing front wing mounts and bonnet hinges, as well as an unobstructed area beneath the bonnet allowing greater space for deformation.The MacPherson strut front and torsion beam rear suspension ironed out all but major blemishes in the bitumen while the steering, with a ratio sharpened from 15.5 to 14.5 compared with the standard Civic Hatch, provided better response and a more positive feel to driver input through the many twists and turns of the mountains.Disc brakes all round, the front ventilated, hooked up to an anti-lock braking system with electronic brake force distribution and brake assist, pulled up the Civic confidently on steep descents, while hill start assist had the car setting off on inclines without rolling backwards.All this was accomplished with a minimum intrusion of engine and road noise into the comfortable cabin. With the humans ‘refuelled’ at a delightful lunch stop at Leura, it all added up to a particularly pleasing day out.Aerodynamic shape of the body is a feature of all Honda Civic models, the aero package is now complemented by a very economical turbo-diesel engine.

Volkswagen Golf is a huge player on the world’s motoring scene and has been so for almost 40 years. Total sales over the six Golf generations to date are approaching 30 million.We were among 1500 plus journalists invited to the global launch of the all-new Golf 7 in Italy last year. Now Golf has arrived in Australia and we have just experienced it in local driving conditions to check how it copes with our sometimes harsh roads.DESIGNStyling of the Golf has always been relatively conservative and the all-new Golf 7 continues that tradition. It retains cues to its predecessors, but comes with some sharp new lines that tie in with the latest styling trends.The front has a neat grille that ties in with modestly shaped headlights. Naturally, Golf 7 has the kinked C-pillar that has been a distinctive feature since the first model. The shape is neat, competent and likely to be as timeless as that of its honourable ancestors.Inside, the theme continues in that the cabin is sensible and ergonomic, with no unnecessary frills. Two large dials are easy to see and the satellite navigation, where fitted, is clear and legible, though the screen is perhaps smaller than we like.The Volkswagen designers have gone right back to basics with the new model. This is not an evolution of the Golf 6, which was in turn closely based on the ‘5. Rather the ‘7 is an all-new design using the latest in weight reduction.Though the car itself is slightly larger than the Golf 6 the overall weight is up to 100 kg less than before. Even more cleverly, this has been achieved without having to use expensive materials such as aluminium in large quantities. Light weight, of course, assists in performance, reduced fuel usage and lower CO2 emissions.Boot space is useful at 380 litres, up from 350 in the Golf 6. Volume is increased to 1270 litres with the rear seat backrests down. Cleverly, the luggage cover stores neatly under the boot floor when not required, so you don’t have to find space for it elsewhere. The cover can be set at two levels, one of them providing the security of out-of-sight space under it.SAFETYActive safety features include Lane Assist that actively steers the car back into the correct lane or away from the edge of the road (providing there are clear line markings at the road’s edge); City Emergency Braking at speeds up to 30 km/h; crash anticipation and preparation; and adaptive cruise control.The basic safety features are standard in all Australian models, but you have to pay extra for some of the advanced safety items in the lower cost variants. Check with your local VW dealer for information.ENGINESPower comes from new-design turbo-petrol and turbo-diesel engines. The petrol displaces 1.4 litres; the diesel is a 2.0-litre. The petrol engine comes in two states of tune, producing either 90 kilowatts of power, and 200 Newton metres of torque between 1400 and 4000 revs; or 103 kW and 250 Nm from 1500 to 3500.Diesel peak power is 110 kW, with torque running at a strong 320 Nm between 1750 and 3000 revs. The biggest impression made by the all-new Volkswagen Golf 7 is of sophistication. It is as smooth and quiet as a car at least a size larger.The Golf’s engine is almost electric-motor quiet at idle and little noise intrudes into the cabin, even when it’s accelerated hard. Response is significantly better than that of most modern turbocharged engines, to the extent you can forget it’s a turbo most of the time.DRIVINGHandling is neat and precise and the Golf is easy to point and willing to change direction. Comfort is good and even on some of the very rough backroads we punted it over in a 300+ kilometre drive program out of Melbourne, the coarse-chip surfaces and large potholes didn’t increase sound and vibration levels to any real extent.The windscreen pillars are reasonably slim and don’t hamper the view outside as much as in many contemporary cars.VERDICTVolkswagen Golf 7 is an extremely impressive car with a highly refined feel inside the cabin and the level of performance offered by relatively small engines. It seems assured of sales success in Australia, as it has already been in dozens of other countries.The complete Golf 7 range is:90TSI 1.4-litre turbo-petrol five-door hatch: $21,490 (manual), $23,990 (DSG)90TSI Comfortline 1.4-litre turbo-petrol five-door hatch: $24,990 (manual), $27,490 (DSG)103TSI Highline 1.4-litre turbo-petrol five-door hatch: $31,990 (DSG)110TDI Highline 2.0-litre turbo-diesel five-door hatch: $34,490 (DSG)Volkswagen Golf 90TSI ComfortlinePrice: from $21,490Engine: 1.4-litre 4-cylinder, 90kW/200NwTransmission: 6-speed manual or 7 speed DSG, FWDThirst: 5.4L/100km, CO2 126g/km

Daihatsu Sirion is a well-built Japanese car with an excellent reputation for reliability and low running costs. It wasn’t as successful as big brother Daihatsu Charade.So there are some bargains in Daihatsu Sirions as they are regarded as orphans and have suffered in resale value because of this. Despite this they can be kept on the road with a minimum of expense if you choose a good one and look after it correctly.A new Daihatsu Sirion released in April 2002 was more of a facelift, and although longer and given a freshened face, did not offer anything different in the way of drivetrain. For that we had to wait until the all-new Sirion launched here 2005 -- infortunately not long before Daihatsu exited the Australian market altogether. It was substantially bigger than the first-generation model that was launched in Australia in 1998. There’s decent interior room and a boot that can handle a fair amount of luggage. The older models are smaller and probably best left to couples and singles, but the 2005 model can work as a family car if the children are in their pre-teen stage.Daihatsu Sirion is well equipped, coming with air conditioning, a four-speaker CD stereo, power door mirrors, lap-sash safety belts in all five seats and dual airbags. A model worth chasing down is the Sirion Sport, with alloy wheels, a front body kit that includes foglights, a sportier design of rear lights, colour-coded door handles and ABS brakes it provides a lot of small car for a pretty reasonable price.The first series Daihatsu Sirion used an interesting three-cylinder 1.0-litre engine of the type the Japanese marque had made famous for many years. It continued with the larger model of 2002, but in the 2005 Sirion power came from a more conventional four-cylinder, twin-cam unit displacing 1.3 litres. The latter produced a relatively modest 64 kilowatts, but variable valve timing meant it has strong torque throughout most of the rev range, peaking at 120 Nm at a reasonably low 3200 rpm.Transmission choices are five-speed manual and four-speed automatics. Autos don’t take as much out of the performance as you might expect as the Sirion is relatively light. But our gearbox of choice would be the manual unless you’re doing a lot of commuting in traffic. The manual’s gearshift is light and easy so it’s not a hardship to do your own shifting.Handling is competent without being in any way exciting – definitely not a car for the enthusiast. There’s a reasonably neutral feel at everyday road speeds, but understeer comes in too early. A good set of tyres can give it a better feel and provide grip.Daihatsu has been controlled by Toyota since the early 2000s after getting into financial trouble. Toyota Australian stocks spare parts for most models younger than about 10 years. Check with your local dealer and/or check out parts recyclers in your neighbourhood.As it’s a relatively small car the Sirion doesn’t have a lot of underbonnet space so can be annoying to work on. Workshop manuals are available and are recommended. Don’t tackle any safety related items unless you’re an expert.Insurance costs are generally towards the bottom end of the scale and we don’t know of any major company that charges extra for the Sirion Sport, probably because it’s a dress-up variant not a real sporty design.WHAT TO LOOK FORLook for sun damage on the dash top and rear shelf. Check for tears in the seats and damage to floor and boot mats.Rust is rare but if it does get a hold it can run through very quickly due to the light construction of the Sirion. Look in the lower body areas, as well as the doors and hatchback. The corners of these panels are usually the first to suffer. Check the floor of the cabin and the boot for rust. Repairs there can be expensive.Look for signs of crash repairs, minor repairs correctly executed are to be expected in older cars that spend a lot of time in city/suburban driving, but if you think a Sirion has been in a major crash have it inspected by a professional as sub-standard cars can be dangerous.The engine should start quickly even when cold and should have a relatively smooth idle from start-up. Four-cylinder engines are smoother than the threes.Check there is no smoke from the exhaust tailpipe when the engine is accelerated hard after idling for a while. Gearchanges should all be light and easy, with the clutch taking very little effort to operate.If the gearbox baulks or crunches when you do a fast change down, there could be expensive troubles. The third to second change is usually the first to suffer. If the clutch is heavy or sticks during its movement it could be due for an overhaul.Drive the car at low speed with the steering on full lock in one direction and then the other and listen for a clicking sound of worn universal joints.CAR BUYING TIPBuying an ‘orphan’, a car that’s no longer imported, can save you money. But do your homework on parts and knowledgeable mechanics before getting in too deep. 

Small-car shoppers are spoiled for choice these days, but the spoiling and the choice have just become even better thanks to the all-new Volkswagen Golf.The seventh-generation Golf is more like a compact luxury car than any $19,990 bargain buy and will start favourite for this year's Carsguide Car of the Year award, even if Holden is about to unleash its VF Commodore.We knew the new Golf was special in Sardinia during a European preview drive and it only takes 30 minutes on home soil in Sydney to confirm the quality of the car. It's a ripper.Now, to put the Golf into focus, we've already seen the arrival of the impressive new sub-$40,000 A-Class Mercedes this year at a time when the Hyundai i30, Nissan Pulsar and Toyota Corolla have lifted the bar for value and quality in affordable small cars. So the Golf, the long-term pacesetter in the class, is caught in a squeeze between downsized luxury cars and upwardly-mobile price fighters.That's great for buyers, as Volkswagen has counter-punched by adding more safety, value and technology while holding the price line to a starting list price below $22,000.Golf 7 is also loaded with safety stuff, has an impressive multi-media package, and buying is easier thanks to pre-packaged kits of equipment in place of the tick-the-box ordering system for individual items.But it's the basics which provide the bedrock, as the Golf 7 sits on an all-new Volkswagen mechanical platform - that's shared throughout the group, to drive up numbers and push down prices - that means more space in the back and boot, less noise in the cabin, and new engine choices.VALUEThe Golf has never been the cheapest car in the compact class and that does not change, even though the bottom line now starts below $22,000 and Volkswagen says you can get a full-loaded car - "short of gold plating or sunroof" - for less than $35,000.It's also taken the prestige path on equipment, combining the most popular customer choices - in the same way as Benz and BMW - into packs. These sit above the basic car in either Comfortline or Highline levels, although the diesel car is only available to Highline standard.Even the basic Golf comes with cruise control and aircon, as well as a 5.8-inch colour touch screen for the infotainment package, and there is also a driver fatigue monitor and an extended differential lock for better grip and safety.The best things about stepping up to Comfortline are the rear-view camera and automatic parking system, as well as dual-zone aircon, while Highline brings sports seats, upgraded infotainment with satnav, and more bling in the cabin including an LED lighting package.But the starter car only has steel wheels, and a space-saver spare - a deal breaker for some Aussie buyers - is fitted to all models.As an offset, still very welcome but long overdue, Volkswagen has finally added capped-price servicing for the Golf that provides a package for 90,000 kilometres or 72 months with an annual fee pegged as low as $272.TECHNOLOGYEverything about Golf 7 tracks back to Volkwagen's new small-car platform, which provides better suspension design, more space in the back seat and a quieter cabin - thanks partly to an 'acoustic' windscreen. There are also big weight savings from the body through to the dashboard and aircon.That's the basics.But it's the tech tweaks that are built up from the platform that make life better for buyers.That's everything from an electronic parking brake to lots of extra safety equipment, including automatic braking, blind-spot detection, parking radar and a lot more.There is even an Eco Tip function which gives advice on saving fuel while you drive.The arrival of Golf 7 brings a different engine lineup, with turbos all around on both the TSI petrol and TDI diesel power plants. There is a six-speed manual on the starter car, but afterwards it's six and seven-speed DSG transmissions depending on the torque output of the engine - which means only six slots for the diesel.Power kicks off at 90 kW on the basic 1.4-litre petrol turbo, with 200 Nm of torque and fuel economy from 5.4 litres/100km, rising to 103/250/5.2 for the next step from the same capacity. Both have stop-start for fuel saving.The diesel is a full 2.0 litres and makes 110kW/320Nm for economy of 4.9 litres/100km, and its 0-100km/h time of 8.6 seconds is only marginally behind the better petrol motor at 8.4.DESIGNIt's easy to walk past the new Golf in the parking lot at Volkswagen headquarters in Sydney, which is loaded with all sorts of other Golfs and Tiguans and the classier new Beetle.That's because a Golf is always a Golf and always looks like a Golf.So the basics haven't changed, with a two-box hatchback layout, since the seventies.Golf 7 marks the change with sharper creases in the bodywork and a more elegant and, dare we say it, upmarket impact. It's just that little classier in the bodywork, from the shape of the nose to the LED trinketing.Inside, it's more of the same and more with the same, from the touch-and-feel plastics through to the way it all fits together. It's more like a Benz than a Hyundai, let's say.The highlight is the new infotainment package, which will even satisfy a tech-savvy Gen Y driver without putting a Baby Boomer outside their comfort zone.SAFETYGolf 7 has just had its five-star ANCAP tick, thanks to the strength of the basic body, a seven-airbag cabin and standard safety equipment that runs to ABS, ESP stability control, the tricky differential, fatigue detection and what Volkswagen calls 'multi-collision brake', that applies the brakes automatically to minimise the chances of knock-on impacts.As you move up the line the safety package expands to include parking radar at both ends, a rear-view camera, and automatic wipers and headlamps.For people who put safety first, the best deal is the Driver Assistance Package that bundles adaptive cruise control, city emergency braking, driving profile selection, top-level parking assist, automated reverse and parallel-parking and proactive occupant protection. But it costs more and is not available on the basic Golf 7.DRIVINGIf you were picking a small car to drive from Sydney to Melbourne you would take the Golf every time. It's quieter and more cosseting than anything else in the class, including the Benz A at one end and the new Pulsar at the other.And you could rely on the anti-fatigue system and punchier new infotainment to keep you going on the boring interstate bumble while driving a car that is more than capable and comfortable at a 140km/h motorway cruise in Europe.After driving all the Golf's rivals, I'm convinced that it is the best of the bunch and has raised the playing field to a new level. The A-Class has a classier badge, and you can get a Korean car with more for less, but the Benz is too harsh for our roads and the Koreans don't have finesse and refinement of the Volkswagen.The 90 TSI gets along plenty well for almost anyone, short of a Golf GTI fanatic, and the 103 doesn't bring much more. The diesel will be best for long-distance drivers or people who need the torque for a fully-loaded cabin.The most enjoyable thing about Golf 7 is the all-round enjoyment. It doesn't have much visual impact, but once you're inside you can see and feel the added class.On the road, the suspension is both controlled and compliant, a rare combination in a small car. So it absorbs bumps and keeps noise down, but doesn't flop or wallow in corners.DSG transmissions have been a sore point with many Volkswagen owners, and a source of lots of complaints to Carsgsuide, so we're hoping the new Golf finally gets it right. I tried the worst test of the double-clutch controls, holding it with the accelerator on a very steep grade, and it help without giving up the way we've experienced in earlier cars.I wasn't tempted to trial the safety systems, but it's good to know they're keeping a watchful eye. Especially for emergency braking.We're planning a lot of extra rounds with Golf in coming weeks and months, but the initial impression in Australia has just reinforced what we already knew. Seven is a lucky number, especially for people who want the best in a small car.VERDICTHave we found our Car of the Year champion for 2013? Almost definitely.

This is a little car with big shoes to fill. The Peugeot 208 GTi wants to reclaim the halo of its legendary ancestor, the 205 GTi – the feisty bantam that set hot hatch benchmarks in the 80s-90s -- and erase the blander footprints of the generations in between."The new 208GTi draws a direct link back to the original hot hatch predecessor, the 205 GTi,” Peugeot Australia boss Bill Gillespie says. “The 205 GTi built the Peugeot hot hatch reputation and the 208 GTi is a modern take on that hot hatch theme.”But while Peugeot wants the new GTi to revive the old reputation, it can’t be completely old school in the approach. Despite nostalgia for the bare bones attitude of the 205, today’s cosseted buyers would shun its spartan fit-out.VALUEWhile the 208 descendant salutes the basic tenets – including being manual only – it’s far from base spec. Australian pricing hasn’t been confirmed yet, but the current 208 top spec is $26,490 so you can expect the GTi is likely to be around $30,000, for which you get a well-equipped package with park assist, 7-in infotainment touchscreen and enough premium fit-out to make it feel special.It faces savage competition from the hot hatch herd, but in the weigh-up the 208 GTi offers best delivery for the dollars.  From Germany, there are the $27,990 Skoda Fabia RS and Volkswagen stablemate Polo GTI at $28,990, but the Peugeot is more fun and better looking.Fellow Gallic rival, the Renault Clio RS 200, has the next model waiting in the wings – with a 1.6-litre turbo engine that delivers more than the current model’s 2.0-litre. But even when the newcomer is being tipped to come in under the current $36,490 price tag, it's a big stretch over the Peugeot.  Up around that level, Ford’s brilliant (and larger) $38,290 Focus ST has already proven its performance ability, as has the $40,700 Mini Cooper S . TECHNOLOGYFor its part, the 208 GTi squeezes 147kW of power and 275Nm of torque from its 1.6-litre turbo-petrol – the same unit in Peugeot’s RCZ and the Citroen DS3 -- delivering to the front wheels via a six-speed manual, with the purist promise of no auto option.There’s no start button, either: you kick it into action with a traditional key. And none of the exhaust-note tweaking wizardry found in some rivals. But the little firecracker hasn’t completely spurned tech trickery, with accelerometer data fed to a cornering-assist system that trails the inside bake calliper on the bigger, beefier discs. It’s all about agility, but there’s enough urge on tap as well. It posts the 0-100km/h at 6.8 seconds – and from 80-120km/h in 8.4 -- peaking at 230km/h. It’s slung lower and wider -- 10mm at front and 20mm at rear -- on 17-in wheels, and woven into the greedier footprint is a stiffer version of the suspension’s McPherson-strut front and multi-link rear.And some of the best news: Peugeot has trimmed the weight to 1160kg – 165kg under the 207 GTi and to varying degrees also lighter than the main rivals.DESIGNThe 208 is already a good looker, and the GTi builds on that with subtle sporty flourishes: flared arches, touches of bodykit, mesh grille flanked by daytime running lights, trapezoid twin exhausts embedded through the rear fascia and GTi badging on the C-pillar saluting the 205.A scatter of satin chrome and red accents inside set off the dash and deep-bolstered leather sports seats, aluminium pedals and gearknob and tiny, chunky steering wheel with its red centred marker.The car is small, but -- unless you’re of massive build – you’ll feel snugly embedded rather than cramped. But it can take some jockeying to get the wheel and yourself to a drivable position where you can take in all the instruments. If you have the wheel low enough to clearly see over the top, long legs will tangle with it every time there's pedal action.You get 285 litres of boot space, so it offers some practicality, but you won’t be carting any fridges home.SAFETYThe 208 gets a five-star safety rating, with six airbags on board, stability control and anti-skid brakes with extra assistance for panic stops and to counter uneven loading.DRIVINGThe GTi is all about response, and getting the job done without fuss. The styling isn’t attention-seeking, and if the exhaust note isn’t as rorty as you’d like, it won’t matter once you get going – the attitude will be rousing enough.Push that pedal and the engine answers instantly, keep the revs high enough and it keeps giving more. Up above 3000 is where it really generates heat, but a wide torque band means it’s smooth and strong in the lower register for normal – or mildly keen – jaunts. At that level it’s surprising comfortable, with the firm suspension still managing to baffle all but the worst ruts.There’s joyous snicking through the close-ratio gear slots with the sharp, precise shift feel. And while the GTi may not lead for firepower, it’s not falling behind in the fun stakes. Get it going and the car feels suctioned to the road, sashaying through corners with smooth glee. Pushed hard, it’ll betray a touch of body roll, but overall it’s well-balanced and confident.There's no argument about the steering accuracy. Turn the wheel and the Pug obeys. And it’s that all-round tractability is the 208 GTi’s charm. You can fire it from corner to corner, then tickle it around town – and it will step up to the plate at either end of the job sheet.VERDICTIs it the 205 GTi? No, of course not. But a worthy successor, most definitely. It’s nimble, fast and fun – everything a hot hatch could be. And it’s stylish, well-equipped and good quality, which is everything any car should be.Peugeot 208 GTiPrice: under $30,000Warranty: 3 years/100,000kmCapped serivicing: $270/yr for 3 yrs/60,000kmService interval: 12 months/20,000kmSafety rating : 5-starEngine: 1.6-litre 4-cyl turbo petrol, 147W/275NmTransmission: 6-spd manual; FWDThirst: 5.9L/100km; 98RON; 139g/km CO2Tank: 50LDimensions: 3.9m (L), 1.7m (W), 1.4m (H)Weight: 1160kg

Honda launched its first diesel this week, the aptly named Civic Hatch DTi-S. Like other manufacturers before it the Civic diesel is available with a manual transmission only, at least for the time being there is no auto, we're told.That's going to weigh heavily against the car's longterm chances of success, but you've got to start somewhere. Of note, Honda is one of the few makes to offer both diesel and hybrid versions of the same model (in the same market). Other players, notably Toyota, have placed all of their economy eggs in the one hybrid basket.The Civic Hatch DTi-S is priced from $26,990 plus on road costs. It's better equipped than the VTi-S petrol model, with features such as Magic seats, fog lights, daytime LEDs, 17-inch alloys, cruise control/speed limiter, auto lights and wipers, dual zone climate air, tyre pressure monitoring, auto start/stop, Hill Start Assist, ECON Mode and a Multi-Information Display.Bluetooth with phone and audio streaming is also standard, but satnav is not included and not available as an option.The Civic scores a maximum five-star safety rating from the ANCAP organisation, with six airbags and a full complement of safety systems including vehicle stability assist, hill holder, rear park sensors and a reversing camera.The 1.6-litre i-DTEC turbo diesel engine is the first diesel in Honda Australia's range and delivers 88kW of power and 300Nm of torque.It's not as powerful as some rivals with engines the same size, but mated to a 6-speed manual produces more torque which is more important anyway.Fuel consumption is rated at a very low 4.0 litres/100km and it produces CO2 emissions of 105g/km. The diesel is also equipped with auto start/stop that shuts off the engine when the car is stationary plus an Eco mode button that is designed to reduce fuel consumption.The new 1.6 litre engine is light, with individual components redesigned to minimise weight and size. A newly designed lightweight and compact six-speed manual transmission delivers class-leading transmission efficiency, a smooth and accurate feel when changing gears and a new reverse system which delivers improved operation load and quietness.It's chief competitor will funnily enough be its petrol self, because the petrol hatch is cheaper and offers the option of an auto. But if you're after a long distance commuter, this could be the one. It's cheaper than its hybrid siblings and manages to outgun all of them in terms of fuel consumption even the smaller Jazz hybrid.Confining the field to Korean/Japanese rivals, you could also take a look at the Mazda3, Hyundai i30 and maybe the Kia Soul not to mention Ford Focus or Holden Cruze (plus a swag of Euros). The Mazda is manual only too, but the very good i30 offers an auto and takes some beating.Likeable. Gets moving quickly after an initial hesitation and the shift, though manual, is extremely light and easy to use. A shift indicator prompts the driver to change gear at the appropriate moment to maximise economy.If you're not stuck in traffic frequently, then changing gears shouldn't be a drama  but give it some thought otherwise. To take advantage of the the auto off function, you need to take the car out of gear. If you're lazy like me and keep the clutch pushed in, then it's not going to shut down. Also, lifting off prematurely in anticipation of the lights changing disengages the system.The striking design of the European designed hatch sets it apart from others. It's quiet and comfortable, with cloth seats and big, easy to use controls. But the diesel is certainly noisier than a petrol engine even though it features active noise cancellation technology in the cabin just like a seat of headphones.The car has a sporty feel with direct steering and suspension that has been tuned to accommodate the engine. And, with a 50-litre tank, it has a theoretical range of 1250km.Honda is one of the few makes to offer both diesel and hybrid versions in the same range. Nothing dull about the way it drives, but as good as it might be, without an auto in the mix  the car is likely to receive limited attention.

Invasion is easy when you have a country with well-oiled swinging doors and a neon welcome light. As the world's only country - well, with New Zealand - with a level-playing field policy on imports, Australian citizens have an enviable choice of goods and services, though mostly at the expense of its domestic businesses. It's the reason Renault exists.Its Australian sales are up 28 per cent this year to date compared with 2011 while back home in croissantville, sales are down about 30 per cent. Renault products are actually quite good. The problem is that, in many cases, the competition is better - better built, better known, better equipped, better looking though not often better priced.The Megane is a sturdy, well-priced hatch with a family in mind. The diesel engine is a willing worker that adapts well to suburban life. But would you buy one over a Hyundai?It's good value for money, especially considering its cheap running costs. The Megane gets $199 capped price service for three years and a  five-year, unlimited distance warranty with roadside assist. Residual is a low-ish 50 per cent (but a Commodore is 34 per cent) after three years, meaning Glass's Guide estimates it'll fetch $13,700 as a trade in.The Megane is regarded as a small car though will seat four ad ults, has a high level of features - audio streaming Bluetooth, cruise control, auto headlights and wipers, hands-free entry and button start, dual-zone climate control aircon, height adjustable driver and passenger seat, tilt-telescopic steering adjustment, six airbags, 16-inch alloy wheels and heated, electric side mirrors.This is the base model Megane Dynamique hatch with a diesel engine and automatic transmission and the $27,490 price tag makes it the cheapest against similarly-equipped Holden Cruze, Ford Focus and Hyundai i30 rivals. It is about $7000 cheaper than the comparative Golf while the Megane's excellent warranty and capped service put it up against the Hyundai.If there was a guide book on how to become invisible, this car is the leading light. Simply, the styling is so very ordinary that it could be any small hatchback. You may never find it in a carpark. Only the diamond badge on the bonnet marks it as a Renault and even then, probably means zip to most onlookers - if there are any. So, Renault isn't edgy anymore.But the cars are pragmatic, space efficient and - aside from the switch layout - logical. The boot is deep and long (the spare wheel is under the chassis) and split-fold rear seats make for a big cargo area. Seats are a cloth-leather combo and are reasonable in comfort. There's plenty of personal storage spaces. Better is the adjustability to create a perfect driving position.Instruments are a bit overdrawn - though the digital speedo is e asy to read - and switches are a dog's breakfast in their disproportionate size and layout. The cruise control master switch, for example, sits alone on the console between the front seats. Shouldn't it be with the other cruise control switches on the steering wheel? Tiny audio buttons are made for a three-year-old's fingers though the plastic box hanging off the steering column has remote radio controls.There's not much doubt that the French know how to make engines, particularly d iesels. The Megane's 81kW/240Nm 1.5-litre turbo-diesel is a little warrior. It's responsive, willing and tops its torque at a mere 1750rpm. But it is rattly and its coarseness at idle isn't up to the high standard of rivals.The dual-clutch (Volkswagen call it DSG) auto is actually better than the one in the Golf, with less lag off the mark and less hestitancy in on-off applications. Suspension is the same as most in its class - standard MacPherson front and torsion-beam bar at the back - which is tuned for comfort. There's disc brakes all around.The Megane is a five-star rated car that adds six airbags, all the electronic aids and helpful features like the automatic headlights and wipers and heated side mirrors that make life on a winter's morning slightly more pleasant. The Megane also has a full-size spare wheel so it's country-road approved.I like this car because it earns its stripes. The Megane isn't sugar coated and doesn't use tinsel to lure buyers. Its hones ty is, however, one of its greatest failings as Australians are embedded with the belief - probably borrowed from the US - that bright lights, lots of colour and loud music are integral ingredients of style.On the road, the little diesel engine is a bit harsh at idle and similarities with a Parisian taxi aren't lost. But it pulls strongly and the dual-clutch box's six cogs slip seamlessly and rapidly in sequence, so though it's not a particularly fast hatch, it always feels athletic and willing  to run.Though the drivetrain is commendable - especially the fuel consumption which averaged a very good 6.9 L/100km on my city/suburban cycle - the steering is a let down. Some people will like it for its lightness but to me it undid all the sportiness of the engine and gearbox.The handling should be right up there with the Golf but while it has strong cornering grip, the suspension is dialled more for comfort and so the ride gets a bit too soft for any driver enthusiasm. So what we have is a Euro car that has a lot of Asian mannerisms. Driver comfort is reasonable - the seats need more support - and cabin room is good, though headroom in the back is a bit tight.On price, features and ownership, it's a winner. But if you're more into style, maybe not.

Big engine, little car - good start. Front straight-six, rear drive - even better. BMW and M badges, no run flats - bring it on. Seating for five, every-day practicality - a necessary evil, but for the BMW M135i, a small price to pay.Those passing a first glance will possibly dismiss the bodykit and wheels as accessory overload on a little German shopping trolley, but big stoppers, twin exhausts and the engine note will suggest otherwise, particularly when it rapidly shrinks into the distance.If you are prepared to pay for the performance then the M135i is a bargain at $68,400 - sitting squat on 18in alloys, with low profile (40-series tyres on the front, 35s on the rear) conventional rubber, peeping through "startled-eyes" bi-xenon headlights, the little five-door boasts leather trim, the $4000 optional eight-speed auto, remote central locking and keyless ignition to get the fun underway.The M-spec gear also includes the chunky leather steering wheel with paddleshifters, climate control, Bluetooth phone and audio link as well as USB connectivity and split-folding rear seats for loadspace versatility.Among the options fitted - apart from the auto - were a glass sunroof (at $2920), parking sensors front and rear (worth $600) and the satnav (BMW calls it Navigation system professional) for $3500.The top-spec 1 Series hatch gets the rather confusingly named TwinPower Turbo six-cylinder - rather than the twin-turbo of its recent forebears, it has a single twin-scroll turbocharger, as well as direct injection, variable valve and camshaft systems controlling the three-litre 24-valve six-cylinder.The result - 245kW at 5800rpm and 450Nm (including an overboost surge) between 1250 and 5000rpm, propelling a vehicle that weighs just over 1500kg. Just two decades ago those figures were V8 muscle-car numbers, although the little Beemer's kerb weight is not far off either.The six-speed manual is standard but stepping up to the eight-speed auto drops the sprint time to 100km/h from 5.1 to 4.9 seconds, as well as slicing 0.5 of a litre from the thirst, which sits at a claimed 7.5l/100km.While the clever ZF auto gives it long legs - as well as 200-millisecond shift times - it also keeps its appetite for PULP down using a start-stop system, brake energy regeneration, electromechanical power steering and an Eco Pro mode to put the car into fuel-miser guise and only using the car's pumps and systems sparingly.The M bodykit does a good job of butching up the little hatch, which has a surprised look on its face thanks largely to the headlights.It's balanced up a bit by larger air intakes added as part of the M-body kit and the rear diffuser gives it plenty of purpose - but woe betide anyone who mistakes it for a pretender away from the lights.The interior is snug front and rear, but not uncomfortable - at 190-odd cm I'm a little larger than the mainstream buyer but a comfortable position is achievable.Space in the back makes it mostly a pre-teen domain but at least headroom isn't eroded by a descending roofline.Bootspace is useful without being cavernous - 360 litres in five-seater mode or 1200 with them folded flat.As seems to be par for the course in this price range, it's a five-star car - the airbag count is six (front, front-side and curtains), as well as the beefier M Sport Brake package with four-pot front calipers, fade compensation and disc-drying system and an electronic diff lock.The list also includes anti-lock brakes (including the cornering brake control system to apportion braking where it is best applied), a cruise control with braking function, anti-dazzle interior mirror, stability and traction control, a rain sensor function within the automatic headlight system, and rain-sensing wipers.Having been lucky enough to drive some very quick Beemers, I wasn't expecting as much as I would had it just been a consonant and a number on the rump.But the first proper prod of the right-hand pedal - even before I'd started playing with Sport and Sport Plus modes - offered a surprising surge of acceleration.Anything claiming around 5 seconds or less to hit the state limit is not hanging around and the M135i is one of the quickest ... at least until the Mercedes-Benz AMG A45 gets here in September.Meatier steering than expected - it is electric assistance now, not hydraulic - and an eagerness for corners hasn't completely ruined the ride.It's a choppy ride around town and that would make the $2200 adaptive damping option money well-spent if you have a deep desire for more compliance - forget the sunroof.But drivers are going to like the standard suspension set-up, which allows for a work ethic and a bit of play-time.The M Sport suspension has stiffer spring and dampers, dropping the ride height by 15mm and the ride quality issue fades into the background after the first series of switchback bends.Turn it in and it is immediately obedient, with impeccable balance - straights feel very short, such is the rapid pace from the straight-six turbo.It sings with gusto, devouring revs and talking back on over-run, even without playing with the paddleshifters it's more than amusing - the ZF auto's brains (in Sport modes) leave both hands to deal with the helm, working with the driver even in twisty switchbacks.The electronic nursemaids are from the school of positive reinforcement - put them down for a nap and they still manage to keep you heading in the right direction without being a complete killjoy with the rear axle.The driver's seat was endowed with adjustable side bolstering that was more than welcome when pushing the little hatch harder. 

Buying a small car doesn't mean you have to forsake some of the pleasures of motoring.NEWThe Citroen DS3 is a case in point. At the upper end of the small car market it's a fun-filled little device that looks good, performs well, has plenty of features, and sets you apart from the run-of-the-mill small car owning population.Most small cars are bought by people wanting economy of transport first and foremost, that's not what the little Citroen is about. It's for people who want to have fun at the wheel and are happy to have it in a small, city-sized package.The DS3 looks like a bundle of fun even standing still, with its zippy looks and sporty stance, large wheels that fill out the guards, and spoilers and blackout panels. It was offered in two versions, the stylish DStyle that put looks ahead of performance, and the DSport that cranked up the go-fast factor.The DStyle came with a 1.6-litre four-cylinder engine with class average output that gave it acceptable performance on the road, while the DSport was powered by a turbocharged version of the same engine and injected it with the zippiness to match its looks.The transmission choices were limited to a four-speed auto if you chose the DStyle, and a six-speed manual if your choice was the DSport. Both were front-wheel drive.On the road the DS3 handled as you might expect with a wheel at each corner anchoring it to the road. It got along well enough on the open highway, but it really came into its own when pushed along a winding road where it hugged the tarmac like a long lost sibling.Small cars like the DS3 are often compromised when it comes to cabin space and the Citroen was no exception. It's best suited to singles or couples, is ok if your kids are small, but it struggles with a full complement of four adults aboard.Some small cars are also compromised when it comes to features, but not the DS3 in this case. It had air, cruise, six-speaker sound, alloy wheels and fog lamps. It was also on the money when it came to safety with ABS braking, ESP stability control, and front, head and side airbags standard, all of which added up to a five star tick from ANCAP.NOWAs we've written before buying a Citroen should be a considered decision, not one taken in haste driven by emotion.While it's an old and well respected brand in its home country, and loved by a few fanatics here, it's had a somewhat chequered history in this country. Over the years it has come and gone, differentdistributers have handled the brand, and dealers have changed. That said it's been relatively stable for some time now, which should give buyers some comfort.Before buying a car check out where you would get it serviced, dealers aren't on every street corner. Consider an independent specialist, hopefully a factory-trained mechanic who has struck out on his own after spending time learning the brand with a dealer.Consider having your potential choice checked by an expert in the brand, one who is familiar with the quirks. Thoroughly test drive it to make sure you're comfortable with the choice, driving it in as many varying situations as possible.Look for evidence of crash damage, making sure repairs are up to scratch. Also look for oil leaks around the engine, check the oil, get down and look at the tyres for even wear and signs of having been thrashed. Make the usual checks for a service record; it's vital for a long life that a car has been serviced as per the recommended service schedule.SMITHY SAYSWorth a look if you want to be different. It's solid, with decent performance and vice-like grip on the road.CITROEN DS3 - 2010-2011Price new: $32,990 to $35,990Engine: 1.6-litre 4-cylinder, 88 kW/160 Nm; 1.6-litre 4-cylinder turbo, 115 kW/240 NmGearbox: 4-speed auto, 6-speed man, FWDThirst: 6.9 L/100 km (DStyle), 6.7 L/100 km (DSport)Body: 3-door hatchVariants: DStyle, DSportSafety: 5-star ANCAP

Audi's hot baby is back but three doors gives way to five. Nimble, a fiery disposition and remarkably roomy, Audi's compact five-door S3 gets ready to knock loudly on Australia's door.It's a welcome return. In the short list of cars that thrill and delight, there is a smaller list of cars that live not only in our minds, but live on in remarkably fresh condition in our garages.The Audi S3 is one of the rare, performance-oriented small cars that is built to levels of quality that few, if any, of its rivals can match. Now it's back - and on sale in December - with the same impressive perfection of construction but enhanced with more power, less fuel consumption and more features.But some things do change. Australia is to miss out on the three-door, hot hatch Audi S3 and instead get the same dynamic drivetrain in the five-door Sportback body. “There's no sufficient market for a three-door in Australia,” says Audi Australia spokesperson Anna Burgdorf.“We have found sales for the three-door model to be very slow. So the A3 is not available as a three-door and even the A1 has the bulk of sales as a five-door.” But there will be a four door. Buyer interest in sedans are strong so the A3 - and particularly the S3 - both arrive in the first quarter of next year.Audi sold 880 S3 examples in its previous generation from 2007 to 2012. For 2014, it expects the latest generation to sell about 200 units.VALUEPricing is yet to be fixed, Audi expects the S3 Sportback to slot in the $65,000 to $70,000 bracket. That makes it a bit cheaper than its aligned rival, the Mercedes A45 AMG hatch, that's due in September.For a compact car the S3 is expensive but repays with exceptional build quality, clever engineering and driving dynamics that will make any critic rejoice. Equipment levels include a high-end sat-nav integrating Google Earth imaging, driver fatigue monitor, xenon headlights with LED tail lights, leather upholstery and 18-inch alloy wheels.DESIGNAudi design is as conservative as its parent Volkswagen but regardless, its cars are neatly balanced and always look as crisp and contemporary as a Zegna suit. The S3 makes up for a degree of muscle with its 20mm lower stance, wide fenders, 18-inch spidery alloy wheels, and deep rear diffuser with four oval tail pipes.The cabin is leather and soft plastic, highlighted by large gauges, sporty flat-bottomed steering wheel and an overwhelming shade of black. The sports seats - there are options here including heavily-bolster quilted chairs - are superbly shaped and repeat the sense that even as a small car, the decor is of a standard normally applied to cars well beyond the S3's price.TECHNOLOGYThe 2-litre engine is all new, despite having the same cylinder dimensions as the old model. It weighs 5kg less, too. The 221kW/380Nm output is up 33kW/50Nm on the previous unit, while fuel use for the six-speed dual-clutch gearbox is claimed at 6.9L/100km, down massively from 8.3L/100km.It equates to a new 0-100km/h time (auto) of 4.8 seconds (previously 5.2). The chassis is the latest MQB design shared with Volkswagen's Golf Mk VII, and pushes the front axle further forward for better balance. The suspension is also new, as is tuning for the electric-assist steering. Magnetic dampers are optional.SAFETYThe car is five-star crash tested, has seven airbags, electronic stability and traction control, all-wheel drive and a driver fatigue monitor. The option list is huge and includes lane-change assist, active cruise control, automatic parking and a preventative crash control system. Still no spare wheel, though.DRIVINGIf it wears an S - or RS - badge there's one aural quality shared with Audi's cars. Exhaust noise. The S3 is no exception, enhancing all the mechanical and gaseous conflicts with an exhaust system with a bypass, a sound box under the bonnet, plus the action of a high-revving four-cylinder engine.That's the background and, many times, replaces the need to glance down at the tachometer. The performance is predictably rapid but the seemingly endless urge of the engine isn't. The dual-clutch gearbox has less slip and lag than most rivals, so all this urge is constantly on tap. The launch control is a neat addition. Handling is superb.The S3 was tested back to back with the new RS6 Avant and the S3 is a sharper piece of work when thrown at some winding roads. Audi's new chassis feels immediately tauter than before but doesn't sacrifice ride comfort.There's more suppleness right at the end of the bump stroke (this is the standard suspension tested, not the magnetic dampers) which makes bumpy bitumen roads less painful to occupant kidneys.VERDICTStill one of the best hot small cars. Build quality is outstanding but now competes with new-found performance and a delightfully tractable drivetrain.Audi S3 HatchbackPrice: est. $65,000-$70,000Warranty: 3 years/unlimited, roadside assistCapped servicing: NoService interval: 12mths/15,000kmResale: 48%Safety: 7 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 2-litre 4-cyl turbo-petrol, 221kW/380NmTransmission: 6-spd dual-clutch auto; constant AWDThirst: 6.9L/100km; 98RON; 159g/km CO2Dimensions: 4.3m (L), 1.8m (W), 1.4m (H)Weight: 1430kgSpare: None